Methods and systems are provided for a motorized disconnect operable to selectively engage and disengage two rotating components of a vehicle drivetrain. As one example, a motorized disconnect system is provided that operates via an electric motor and includes a shifter assembly with an oscillating gear track and cam profile for rotating the shifter assembly while moving it in an axial direction to selectively couple two rotating components.

An apparatus for controlling an individual wheel drive in a two-axle motor vehicle having at least one electrified vehicle axle on which an electric drive motor is associated with each wheel is provided. The apparatus includes an electronic controller and a coupling which can be controlled by the electronic controller between the electric drive motors, wherein the electronic controller and the coupling are configured in such a way that (i) given at least one first specified condition in a first actuating mode, only one defined electric drive motor drives both wheels, with the other electric drive motor being stopped, and (ii) given at least one second specified condition in a second actuating mode, both electric drive motors drive one wheel each, separately from one another.

An all-wheel drive vehicle driveline that includes a PTU input member, a spindle, a stub shaft, an axle shaft, a PTU clutch and a stub shaft clutch. The PTU input member, the spindle, the stub shaft and the axle shaft are rotatable about a first rotary axis. The axle shaft is received through the spindle. The PTU clutch is operable in a first PTU clutch mode, in which the PTU input member is rotatably coupled to the spindle, and a second PTU clutch mode in which the PTU input member is rotatably decoupled from the spindle. The stub shaft clutch is operable in a first stub shaft clutch mode, in which the stub shaft is rotatably coupled to the axle shaft, and a second stub shaft clutch mode, in which the stub shaft is rotatably de-coupled from the axle shaft.

An axle disconnect apparatus having a cam cylinder with a ramp disposed therein. A first clutch element disposed at least partially inside the cam cylinder. The first clutch element includes a first inner diameter and a second inner diameter, where the second inner diameter is greater than the first inner diameter, and the second inner diameter includes a splined portion. A first biasing member and a second biasing member are disposed about the first clutch element, and a portion of the cam cylinder is engaged between the first biasing member and the second biasing member. An intermediate shaft is disposed within the first clutch element, and is in constant splined engagement with the first clutch element. A second clutch element is coupled with a half shaft disposed coaxially with the intermediate shaft. The second clutch element includes splines which are in selective engagement with splines of the first clutch element.

A disconnecting axle assembly with a planetary differential assembly and a coupling that selectively couples a planet carrier of the planetary differential assembly to an axle shaft.

A control device of a four-wheel-drive vehicle having an electronic control coupling changing a transmission torque, and a connecting/disconnecting mechanism connecting/disconnecting an input to the input-side rotating member of the coupling, comprising: a storage portion storing a relationship between the drive current to the coupling and the transmission torque of the coupling; a control portion controlling the drive current based on the relationship; and a learning portion performing correction for the relationship through learning by applying a braking torque to the input-side rotating member by an electromagnetic actuator. The learning portion performs the correction for the relationship by using the drive current supplied to the coupling and the braking torque at the time of determination that the transmission torque is balanced with the braking torque based on rotational speeds of the input-side rotating member and the output-side rotating member while the rotational speed of the input-side rotating member is increased.

In a differential that is part of a selectively disconnectable or connectable secondary powertrain, a clutch device allows the input member of the differential, via which driving power is introduced into the differential, to be uncoupled from the output members to which the driving power is forwarded in a branched manner in order to be able to completely shut off part of the secondary powertrain in the disconnected state.

An automotive vehicle axle and, more specifically, a transmission shaft on an automotive vehicle that can be connected and disconnected in order to allow selection of driving power for the vehicle. The shaft connection includes a first shaft segment; a second shaft segment; and a connector linking the first shaft segment to the second shaft segment. The connector selectively connects or disconnects the first shaft segment to the second shaft segment.

A transfer for a four-wheel drive vehicle includes a case, an input shaft, a output shaft, a output member, a friction clutch, an actuator, a pressing mechanism, a locking sleeve, a first locking sleeve driving mechanism, and a second locking sleeve driving mechanism. The second locking sleeve driving mechanism is configured to move a locking sleeve independently of the actuator and the first locking sleeve driving mechanism. The second locking sleeve driving mechanism includes a pushpin. The pushpin is configured to move in a second axial direction that is perpendicular to a first axial direction and engage with a cam groove. The pushpin is configured to move the locking sleeve toward the output member side as the locking sleeve rotates when the pushpin is engaged with the cam groove.

An all-wheel drive vehicle driveline that includes a PTU input member, a spindle, a stub shaft, an axle shaft, a PTU clutch and a stub shaft clutch. The PTU input member, the spindle, the stub shaft and the axle shaft are rotatable about a first rotary axis. The axle shaft is received through the spindle. The PTU clutch is operable in a first PTU clutch mode, in which the PTU input member is rotatably coupled to the spindle, and a second PTU clutch mode in which the PTU input member is rotatably decoupled from the spindle. The stub shaft clutch is operable in a first stub shaft clutch mode, in which the stub shaft is rotatably coupled to the axle shaft, and a second stub shaft clutch mode, in which the stub shaft is rotatably de-coupled from the axle shaft.